heavy-duty hcci development activities - energy.gov · heavy duty hcci development activities kevin...

Heavy Duty HCCI Development Activities

Kevin Duffy, Andy Kieser, Mike Liechty, Tony Rodman, Bill Hardy, Carl Hergart

Charles Schleyer, Rafal Sobotowski

DOE Contract DE-FC05-00OR22806Team Leader: Gurpreet Singh Prog. Mgr.: Roland GravelTech. Mgr.: Carl Maronde

DOE DEER ConferenceChicago, IL

August 21-25, 2005

Agenda

• Background• Systems approach• Controls Development• Heat Flux Measurements• Optical Engine Results• HCCI fuel effects• Conclusions

Engine Industry Challenges

• Improving fuel efficiency while meeting much more stringent emissions standards is a tremendous technicalchallenge.

2003

NOx(g/hphr)0 0.5 1.0 1.5 2.0 2.5 3.0

2003

Thermal Efficiency

NOx(g/hphr)0 0.5 1.0 1.5 2.0 2.5 3.0

20072010

45

50

55

2003

NOx(g/hphr)0 0.5 1.0 1.5 2.0 2.5 3.0

2003

Thermal Efficiency

NOx(g/hphr)0 0.5 1.0 1.5 2.0 2.5 3.0

20072010

45

50

55

Technology Investment

Fuel Systems

In-cylinder Diagnostics

Air Systems

FEA

Systems Approach to HCCI Development

Single and Multi Cylinder Testing

Aftertreatment

HCCI Fuels

Aftertreatment

CombustionDevelopment

Controls

Simulation

Injection

Timing

Boost

Pressure

VGT Position

Back

Pressure

VIVA Setting

Compression

Ratio

A/F Ratio

Efficiency

EmissionsCylinder

Pressure

Rise Rate

Desired

Speed/

Power

Exhaust

Temperature

Heat Rejection

Percent CGI

Pressure

Ratio

CGI Valve

A/F Ratio

Efficiency

Emissions

Desired

Speed/

Power

Injection

Timing

Boost

Pressure

VGT Position

Back

Pressure

VIVA Setting

Compression

Ratio

A/F Ratio

Efficiency

EmissionsCylinder

Pressure

Rise Rate

Desired

Speed/

Power

Exhaust

Temperature

Heat Rejection

Percent CGI

Pressure

Ratio

CGI Valve

A/F Ratio

Efficiency

Emissions

Desired

Speed/

Power

Controls Challenges

• Need robust method for detecting start of combustion (cylinder pressure sensor, ion sensor, torque fluctuation on crank, knock sensor, strain gauged head bolts, microphones, etc.)

• Transient operation, transitioning to different speed/load points

• Activities:– Sensor evaluation– RPAC installation, feedback control capability on multi– Preliminary controls architecture developed– Cylinder pressure feedback implemented– Basic phasing control demonstrated using intake valve

actuation (IVA) to balance cylinders– Speed and load step tests demonstrated

VVA for Cylinder Balancing

Feedback off Feedback on

300 RPM Transition, Constant Load

Baseline transition strategy Optimized transition strategy

Fuel Systems


Air Systems

FEA



Aftertreatment

HCCI Fuels

Aftertreatment


Controls

Simulation

Injection

Timing

Boost

Pressure

VGT Position

Back

Pressure

VIVA Setting

Compression

Ratio

A/F Ratio

Efficiency

EmissionsCylinder

Pressure

Rise Rate

Desired

Speed/

Power

Exhaust

Temperature

Heat Rejection

Percent CGI

Pressure

Ratio

CGI Valve

A/F Ratio

Efficiency

Emissions

Desired

Speed/

Power

Injection

Timing

Boost

Pressure

VGT Position

Back

Pressure

VIVA Setting

Compression

Ratio

A/F Ratio

Efficiency

EmissionsCylinder

Pressure

Rise Rate

Desired

Speed/

Power

Exhaust

Temperature

Heat Rejection

Percent CGI

Pressure

Ratio

CGI Valve

A/F Ratio

Efficiency

Emissions

Desired

Speed/

Power

Heat Rejection Comparison

• Compared HCCI and conventional combustion with CGI (clean gas induction) at a part load operating condition

• For same CGI rate, NOx and BSFC, the engine block jacket water heat rejection was >50% higher for HCCI compared to conventional combustion (other heat rejection values similar)

• Is there significantly higher in-cylinder heat transfer to block/head/piston? (due to hotter bulk gas combustion near walls, short burn duration?)

Related Research

• Tsurushima et al. premixed DME/Propane HCCI (SAE 2002-01-0108)

• Chang et al. gasoline HCCI (SAE 2004-01-2996)

• Medtherm-heat flux probe– Two j-type TC, front side and back side– Front side has micro-second response time– Installed in head between exhaust valves

• Instrumented liner– 20 k-type TC radially– ~ 15 mm from liner top– Results showed no major

difference in liner tempsbetween HCCI and conventional combustion

Heat Flux Measurement

Knock Effect on Heat Flux

HCCI operation, 1500 rpm

0

2

4

6

8

10

12

14

-30 -20 -10 0 10 20 30 40 50 60

Crank Angle Degree

cylin

der p

ress

ure

(MP

a)

0

1

2

3

4

5

6

7

8

9

10

Hea

t Flu

x (M

W/m

2)

1900 BMEP, baseline CGI%

1860 BMEP, baseline - 5% CGI1500 BMEP, baseline - 11% CGI

Heat flux vs combustion phasing

1

2

3

4

5

6

7

8

9

10

11

-15 -10 -5 0 5 10 15 20

start of combustion (deg atdc)

Hea

t Flu

x (M

W/m

^2)

1800 rpm, >1400 BMEP1800 rpm, 1000 BMEP1500 rpm, 1500 BMEP1500 rpm, 1000 BMEP1200 rpm, >1500 BMEP1200 rpm, 1000 BMEPConventional Comb, 1800 rpmConventional Comb, 1500 rpmConventional Comb, 1200 rpmpremixed DME/propane HCCI

Trendline - Conventional

Trendline - HCCI

Effect of Partial Stratification

Fuel Systems


Air Systems

FEA



Aftertreatment

HCCI Fuels

Aftertreatment


Controls

Simulation

Injection

Timing

Boost

Pressure

VGT Position

Back

Pressure

VIVA Setting

Compression

Ratio

A/F Ratio

Efficiency

EmissionsCylinder

Pressure

Rise Rate

Desired

Speed/

Power

Exhaust

Temperature

Heat Rejection

Percent CGI

Pressure

Ratio

CGI Valve

A/F Ratio

Efficiency

Emissions

Desired

Speed/

Power

Injection

Timing

Boost

Pressure

VGT Position

Back

Pressure

VIVA Setting

Compression

Ratio

A/F Ratio

Efficiency

EmissionsCylinder

Pressure

Rise Rate

Desired

Speed/

Power

Exhaust

Temperature

Heat Rejection

Percent CGI

Pressure

Ratio

CGI Valve

A/F Ratio

Efficiency

Emissions

Desired

Speed/

Power

• Goal of Project: use optical diagnostic techniques to supply a knowledge base of in-cylinder processes under LTC operating conditions– To understand reasons underlying observed emissions levels– To gain insight into approaches to implement fuel or

hardware changes that ameliorate the problems– To help validate simulations of in-cylinder mixing and LTC

• Partnering with Chuck Mueller and Glen Martin at Sandia on the Caterpillar/Sandia 3171 optical engine

• Optical diagnostics techniques used include natural luminosity, liquid and vapor phase spray imaging, soot imaging, PLIF

Optical Engine Testing with Sandia National Lab

Sandia Compression-ignition Optical Research Engine (SCORE)

Research engine 1-cyl. Cat 3176Cycle 4-stroke CIDIValves per cylinder 4Bore 125 mmStroke 140 mmIntake valve open 32° BTDC exhaustIntake valve close 153° BTDC compr.Exhaust valve open 116° ATDC compr.Exhaust valve close 11° ATDC exhaustConn. rod length 225 mmConn. rod offset NonePiston bowl diameter 90 mmPiston bowl depth 16.4 mmSquish height 1.5 mmSwirl ratio 0.59Displacement per cyl. 1.72 litersFuel Injector HEUI 450AInjector tip Multi-hole nozzle

Camera View Orientation for Cycle Integrated Natural Luminosity (CINL) Movies

CINL Movie of HCCI Combustion

Fuel Systems


Air Systems

FEA



Aftertreatment

HCCI Fuels

Aftertreatment


Controls

Simulation

Injection

Timing

Boost

Pressure

VGT Position

Back

Pressure

VIVA Setting

Compression

Ratio

A/F Ratio

Efficiency

EmissionsCylinder

Pressure

Rise Rate

Desired

Speed/

Power

Exhaust

Temperature

Heat Rejection

Percent CGI

Pressure

Ratio

CGI Valve

A/F Ratio

Efficiency

Emissions

Desired

Speed/

Power

Injection

Timing

Boost

Pressure

VGT Position

Back

Pressure

VIVA Setting

Compression

Ratio

A/F Ratio

Efficiency

EmissionsCylinder

Pressure

Rise Rate

Desired

Speed/

Power

Exhaust

Temperature

Heat Rejection

Percent CGI

Pressure

Ratio

CGI Valve

A/F Ratio

Efficiency

Emissions

Desired

Speed/

Power

Fuel/Engine Systems Approach

OptimizedOptimizedSystemsSystems

Benefits For:• Consumer• Environment• Industry

CAT ExxonMobil

Hardware Fuel

Engine Testing Advanced Characterization

Systems Integration Refining Process Technology

Combustion Modeling Chemical Kinetics

Fluid Dynamics Systems Modeling

CCC• CC•C

C*CC C2C*OC•CCOOH

C*CC• C2•C*OHOOCCCHO + OH•

CCC

“A” “B” “C” “D” “E”

Preliminary Fuel Effects Study

• Study parameters:– Ignitability

• Cetane number: 39 - 55

• Octane number (R+M)/2: 63 - 91

– Aromatic content• 28 - 45%

– Volatility• Gasoline

• No.1 diesel fuel

• No.2 diesel fuel

• Other fuel parameters generally well matched when varying single property

Cetane Number 39 >>> Cetane

Number 46

Aromatics % 43 Aromatics

% 45

T90, oF 625 T90, oF 615

DIESEL FUELS

Cetane Number 47 Cetane

Number 47 >>> Cetane Number 55

Aromatics % 28 Aromatics

% 28 Aromatics % 28

T90, oF 495 >>> T90, oF 596 T90, oF 618

GASOLINES

(R+M)/2 63 >>> (R+M)/2 81 >>> (R+M)/2 91Aromatics

% 15 Aromatics % 26 Aromatics

% 27

T90, oF 315 T90, oF 309 T90, oF 299A

rom

atic

s >>

>

Test Engine

• Single-cylinder Caterpillar 3401 engine• Cylinder displacement: 2.44 liters• Bore/Stroke: 137/165 mm• Valves/cylinder: 4• Swirl ratio: 0.4 • Hydraulically intensified fuel injection

system. Multi-hole nozzle• All emissions engine-out• Main control variables: fuel injection

timing, boost/backpressure• Careful engine control to identify fuel

effects

No Benefit for Increased Cetane in Expanding High Load Operability

• Increasing cetane # produced undesirable advance in combustion phasing

• Cylinder pressure rise rate and increase in peak cylinder pressure result in lower load capability

• Similar behavior for natural and additized cetane

0

1

2

3

4

5

6

7

8

9

10

-40 -30 -20 -10 0 10 20 30 40Crank Angle, deg.

Cyl

inde

r Pr

essu

re, M

Pa

CN: 38.5CN: 45.9 (Add.)CN: 45.5

-20-15-10 -5 0 5 10 15 20 25 30Crank Angle Degree

0

5

10

Pcyl

(MPa

)

0

100

200

Hea

t Rel

ease

Rat

e (k

J/de

g)

No.2 DieselCN: 46.7

No.2 DieselCN: 55.4 1500 rpm

50% Load

1200 rpm25% Load

Cetane Number Had Small Effect on Emissions

020406080

100120

Early Injection Timing Late

NO

x, p

pm

CN = 46.7 CN = 55.4

00.010.020.030.040.05


AVL

Sm

oke

Num

ber CN = 46.7 CN = 55.4

0

2000

4000

6000

8000


CO

, ppm

CN = 46.7 CN = 55.4

0

10

20

30

40

Early Injection Timing LateTher

mal

Effi

cien

cy, %

CN = 46.7 CN = 55.41800 rpm, 25% load

Aromatics Has Small Impact on Emissions

020406080

100


NO

x, p

pm

Aro = 44.7% Aro = 28.7%

00.020.040.060.08

0.1


AV

L S

mok

e N

umbe

r Aro = 44.7% Aro = 28.7%

0500

10001500200025003000


HC

, ppm

Aro = 44.7% Aro = 28.7%

02000400060008000

10000


CO

, ppm

Aro = 44.7% Aro = 28.7%1500 rpm, 25% load

Increased Volatility Generally Reduces Emissions

0

2

4

6

8

10

-40 -20 0 20 40Crank Angle, deg.

Cyl

inde

r Pre

ssur

e, M

Pa

T90 = 596 F T90 = 495 F

01020304050

0 20 40 60Engine Load, %

NO

x, p

pm

T90 = 596 F T90 = 495 F

1800 rpm

1200 rpm

1200 rpm

0

0.040.08

0.12

0.16


AVL

Sm

oke

Num

ber T90 = 596 F T90 = 495 F

1800 rpm

1200 rpm

1200 rpm

0

400

800

1200


HC

, ppm

T90 = 596F T90 = 495 F

1800 rpm

1200 rpm

1200 rpm

1800 rpm, 25% load

Gasoline Can Also Achieve High HCCI Engine Loads

• Reduced octane rating enabled operation over a broader speed/load range

1200 rpm 1800 rpm 1200 rpm 1800 rpm 1200 rpm 1800 rpm

Maximum Load

Achieved70% 82% 75% 75%

Minimum Load

Achieved25% 25% 50% 50%

HCCI operation was only achieved

at 71%.

HCCI operation was not achieved at any engine

load

(R+M)/2 = 63.2 (R+M)/2 = 81.2 (R+M)/2 = 91.2

Numerous Challenges Remain For HCCI

• Cold start with lower compression ratios• Air system development requirements• Light load HC/CO cleanup• Controlling combustion phasing and transient

operation• Cylinder to cylinder variability• Structural reliability with higher cylinder

pressure and rise rates• Small hole production related issues• Noise/vibration

New DOE Program for Continued High Efficiency Clean Combustion Development

•Program coordination

•Test/Analysis

•Truck/Machine system integration and packaging

•Combustion

•Fuels effects

•Combustion Chemistry/modeling

•Optical diagnostics

•Fuel spray andcombustion

•Fuels effects

•Closed loop control

•Transient controls

•Vehicle calibration

•Sensors

Summary

• Significant progress made on expanding operating range for HD HCCI engine

• Full load HCCI is extremely challenging• Fuels effects can have positive/negative impacts on

performance and emissions• Much work still needed to determine production

feasibility of HCCI as a 2010 emissions strategy• Advanced technology Diesel engines should continue to

have long term viability as a prime power source for on and off-highway markets

heavy-duty hcci development activities - energy.gov · heavy duty hcci development activities kevin...

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